Having flown only one of the two, as I think the vast majority of us have, I can't really answer that with any authority.
From an opinion-based perspective, much depends on which particular plane the crap-shoot gives you vis-a-vis airframe true-ness, ie the pervasive swerve-at-speed phenomenom endemic to both models as opposed to, if you're lucky, one that flies straight & true as it should. My call would be, six of one & half dozen of the other if you're talking about plane-to-plane comparison.

My recommendation: Decide for yourself if you want to buy from a company with "got your money now screw you" business plan, or an American based company who demonstrably cares about customer satisfaction beyond the sale and who bends over backwards to make you happy. Your call.

As for the ESC, I can not find my original ESC to be certain what came with the plane. I changed mine out to a 54 amp Thunderbird early on. However, based on what I know, as long as you stay with the stock motor and a 3s battery, a 30 amp ESC should work fine.

I actually have a 10x6 folding prop, collet, spinner from esprit models I plan to use. I had to drill out the shaft hole but that was easy. The spinner is just slightly smaller than the diamater of the front bulkhead and looks pretty good actually and leaves the cooling ducts wide open.

I also have some of the original blades from the kit that could be swapped out for the CF 10x6 blades if need be.

Good deal, glad the pics helped. Esprit is a great place to deal with. I think nearly every folder/spinner I own came from them.

I found my instructons that came with the plane, no mention of the ESC. I am %99 certain that a 30 amp ESC will do fine.

I would suggest adding some CF to the elevator, as shown in the picture. I grooved the area with a dremel router bit ( manually ), just deep enough to accept the fiber. I then put packing tape on both sides of the elevator. This will stiffen up the surface and give you more authority in the air. These elevators are the largest weakness of this plane.

You may have to gouge out a little bit of foam where the servo / housing sits. This will permit the servo and the retainer/housing to sit proper.

This plane flys great. It has nearly zero dihedral so you have to be on the sticks all the time. Most pilots that complain about this plane are likely to have low time on this type of wing.

I have a cheapie 18A ESC but dont think that will cut the mustard as they say.

Oh no problem with 'being on the sticks' I have a few years experience behind me

Just put my plane on the Power Analyzer. With the CAM 10x6 and the stock motor, it pulled 24 amps and produced 240 watts. That was on a LIPO that had %86 charge left in it. I would say that a 30amp ESC with a switching BEC would work fine.

The higher kV and similar prop pitch should mean the Blaze will fly faster under full throttle - from the videos I have seen it seems noticably quicker than my Dyn-S. Based on SH's experiences, the down side of the Blaze's extra speed is V-tail flutter and loss of control surface authority.

@maca:
By CF in elevators, do you mean in the horiz.stab portion or the elevator/control surface itself? Cuz there are rods in the stabs. They don't reach the full span of the cuts made for them, but they're there.

But I'm glad you mentioned the extra speed. Re the toxic side effects, one thing I'd wondered about is if perhaps a toned-down prop would help a lot of the handling problems. After all, what does higher max speed really help accomplish with this plane?? Other than better verticals, where elevator & roll input precision aren't as important, I don't see much by way of "need" for its speed.

Re the 'handling problems', I always think of the many reports saying "Mine handles fine, with no problems". Their planes obviously are made with the same foam, & came out of the same molds. I can't help but think many of those whose fly "just fine" are doing so at lower or 'cruise' throttle settings.

Of course it's a simple task to keep off the fully-pegged throttle condition, or even program in a maximum throttle throw if your Tx is capable & you aren't (heh heh)....but how many would do either. Certain planes require certain 'disciplines', and I believe for this plane in its stock form, that (ie only selectively using full throttle) is one of them.

Re the 'handling problems', I always think of the many reports saying "Mine handles fine, with no problems". Their planes obviously are made with the same foam, & came out of the same molds. I can't help but think many of those whose fly "just fine" are doing so at lower or 'cruise' throttle settings.

Of course it's a simple task to keep off the fully-pegged throttle condition, or even program in a maximum throttle throw if your Tx is capable & you aren't (heh heh)....but how many would do either. Certain planes require certain 'disciplines', and I believe for this plane in its stock form, that (ie only selectively using full throttle) is one of them.

My tuppence.

I fly my ST Models Blaze with a NTM35-30/1100Kv (40A speed control) spinning a 10x7 carbon prop - no modifications made to the wing/empennage at all.

Strange thing is that I have not experienced ANY problems flying it (all trim centered)...

I cannot say that I'm flying it at lower/cruise speeds either - I have logged ground speeds close to 100mph region after dives(EagleThree logger with GPS) on every flight after the motor swap...